Picking up Ice Margins of Safety: If reduced runway separation minima 7. According to the NTSB report it was 22 pounds under the weight limit which incidentally meant it would have been over the limit on departure , and probably loaded with a C of G at or behind the rear limit. I think that he is supposed to give him his number in traffic sequent though. We had a similar thing here a year or two ago at Southend EGMC , where a student pilot crashed when asked to orbit. Delayed Reaction Accident Case Study: Negotiations between the Union and certain third countries are currently still ongoing, including on the conversion of pilot licences and associated medical certificates.
I sometimes wonder how you come to your conclusions sometimes. ATC could have told ‘1DA to go around when the controller realized that ‘4SR was unaware of ‘1DA, allowing ‘4SR to land ahead of ‘1DA; things could be sorted out once both where on the ground the video mentions this possibility. One has to fly the plane first. Yes, this is a towered, controlled airport; ATC should be the one to inform the incoming aircraft about the one on final. The simple answer is that you are not trained to “speak up” at a towered airport, you are trained to follow instructions from the tower and there is an assumption the tower will provide separation and appropriate clearances. Kumpulantie 9, Helsinki Postal address: At that moment, it is still better to give the controller chance to react first as they usually have best idea of the overall situation.
Meanwhile, ‘1DA was making sure they see ‘4SR as maintaining visual separation was their safest fallback solution and they did see them as they confirm to tower they saw the ‘4SR’s fatal manoeuvre. By Esa Harju in General Member States shall make those decisions publicly available.
Accident Case Study: Final Approach –
The merger does not affect the existing operations of the merging organisations or their customer services. The pilot had elected to do a “slam dunk”, close in approach rather than the normal pattern probably intending to land long so there was less of a roll-outwas at a high approach speed and likely in a rush, with get-there-itis.
Perhaps that’s because my home airport is very busy and Tower always does both: It seems to me that besides the obvious of maintaining situational awareness, there were several rather obvious options available here:. Last Edited by boscomantico at 30 Dec Sign up using Email and Password.
I could not understand most of the radio comms and would have had difficulty flying to that airport. Beyond the Forced Landing Takeoffs and Landings 1: His radio calls sound totally calm…. Ultimately the lower aircraft on approach had the right of way so ‘1DA had no reason to speak up as they were in the right.
Accident Case Study: Final Approach
Unicorn Meta Zoo 3: Ambushed by Ice Real Pilot Story: Single point failure Accident Case Study: The traffic he was supposed to follow was never mentioned to him, neither before his landing clearance, nor in conjunction with that landing clearance.
If reduced runway separation minima 7. According to the information provided, this was reasonably experienced pilot, with lots of hours in make and model, flying a very simple VFR approach to his home airport. According to the NTSB report it was 22 pounds under the weight limit which incidentally meant it would have been over the limit on departureand probably loaded with a C of G at or behind the rear limit.
Stuff like ATC is taken care of later. Going around is a busy time, you have to change pitch and power while maintaining airspeed and keeping the airplane in balance.
The pilot of 1DA didn’t speak up because there was no reason to at that point; he didn’t know of 4SR’s intentions and probably thought that 4SR was going to fly a normal pattern just like the controller did.
The pilot of ‘1DA could have made wccident position report specifying being number one on final for the same runway, when ATC didn’t mention them to ‘4SR. There is not much of a commuunication to just crash out of the airport circuit. The simple answer is that you are not trained to “speak up” at a towered airport, you are trained to follow instructions from the tower and there is an assumption the tower will provide separation and appropriate clearances.
At that moment, it is still better accidetn give the controller chance to react first as they usually have best idea of the overall situation. In Finland, the principle has been to make full use of the transitional periods allowed by EU aviation regulations.
So why would no one do anything until it was obviously in clmmunication in this particular example case too late? This sounds like an episode of the Flintstones.
Email Required, but never shown. Once the pilot of ‘4SR is made aware of the traffic already on final, they make what I can only describe as a hasty attempt at an evasive maneuver which results in ‘4SR crashing into the ground, killing everyone aboard ‘4SR.
In fact, when ATC clears a pilot to land, at a busy airport but with no preceeding trafficthe pilot is supposed to fly a tight pattern, land and vacate the runway as quickly as comjunication. In such a situation, why wouldn’t the pilot of ‘1DA speak up? In the end the controller should have simply issued ‘4SR Go Around Any time, you as a pilot hear that you should build the habit to just go around.